Explosive engine



A. HOWARD EXPLOSIVE ENGINE Feb. 14, 1928.

5 Sheets-Sheet 1 5 Sheets-Sheet 2 A. HOWARD EXPLOSIVE ENGINE Filed March 3, 1923 Feb. 14, 1928.

A; HOWARD EXPLOSIVE ENGINE Fil'ed March 5, 1923 Feb. 14, 1928.

5 Sheets-Shet s Feb. 14, 1928.

A. HOWARD EXPLOS IVE ENGINE Filed March 5, 1923 5 Sheets-Sheet 4' m M w Patented Feb. 14, 1928.

UNITED srarns PATENT oFFics.

ALGNZO HO'WARD, OF CHICAGO, ILLINQIS, ASSIGNOR OF EIGEITEEN 'PE'B CENT TO ALBERT F. BURCHABD, OF CHFCAGO, ILLINOIS.

EXPLOSIVE ENGINE.

Application filed March 3, 1923. Serial No. 622,502.

My invention relates to explosive engines and among the in'iportant objects of the invention are; to provide constructum. ar-

rangement and control which willenable theengine to start slowly and with powerful driving ei'iorton the crank shatt; to provide construction and arrangement inwhieh the gases are exploded when under maximum compression and at a time when the power piston is away from the dead center. oint and clo-serto the point of inaxin'ium leverage effort on the crank shaft; to provide wnstruction and. arrangement involving; as soeiation ot a compression cylinder structure with the power cylinder structure and 'lHt0i(f j il110ti0l1 lietween the power and compression pistons which will cause diti ereni -..l operation of the pistons together with controlling means for controlling the flow of compressed gas from the compression cylinder into the power cylinder at a time when the power piston is well away from the dead center position; to provide construction and 'rangrenwntin which. the eoiupre sion piston f-ltltlliffi will overlap the stroke ot the power piston o d in which the compression piston will travel faster at the ends of its stroke than the power piston travels at the end of its stroke; to provide construction. arrange ment and controlling means ioradiusting; the difi' crential travel of the piston structures during operation of the engine so that the engine may operate through a wide range from slow powerful startin g' to maximum speed; to provide in'iproved exhaust means adjustable during operation of the engine to adapt the engine for operation either on the two cycle or tour cycle priniple; to provideconstruction, arrangement and operation which will materially decrease the weight of the engine per horse power and which will enable the engine to he opirated with less and lower grade fuel than has been possible heretofore; and in gen eral to produce an engine which is more simple. more powerful, more (ECOIlOllllCfll'ilHd more efiicient than engines of the prior art.

The above and other features of my invention are incorporated in the structure shown on the accompanying: ('ddWiRQR.

0n the drawine',

Fig. lis aside elevational view oi the cylinder end of the engine.

Fig. 2 is a side elevational view oi? the connecting rod and crank end ot the engine, Fig. 3 1s a sectional view on plane 83,

Fig. 4 view of the engine, i

Fig. 5 is a sectional view on plane 5-5, Fig. l,

Fig. 6 is a sectional View on plane 6-43, Fig. 5, F ig. 7 is a sectional view on plane 77. Fig. 6

Fig. 8 diagrammatically represents the relative movements of the power and compression pistons of the engine,

Fig. 9 diagrammatically represents the relative movements of the pistons for a ditterent setting of the connecting rod connecting mechanism,

F 10 is a side elevational view of the exhaust valve controlling mechanism,

Fig. 11 is a plan view of cam rails for the exhaust valve controllingmechanism, and

Figs. 12 to 16 are diagrams for different set-tings and dimensions and showing the consequent relative movements between the pistons of the engine.

I have shown an enginestructure coinprising only a single cylinder unit. it be ng lleciprocable within the compression cylin der is thepiston structure 3 having at its ends the piston heads Z0, and r0 respectively. The bodies of the piston structures between their heads are reduced in order to be spaced away from the cylind r walls and the piston structures may he hollow as indicated in 3 in order to procure lightness. Journaled in and extending transversely through the piston structure 2 intermediate its heads is the shaft l whose ends project through the longitudinally extending slots and 6 (Figs; 1 and 4;) in the opposite sides of the cylinder 39, the walls. of theseslots forming bearing guides for the shaft ends.

is a vertical dianietral sectional The piston structure 3 (Fig. 3) has a similar shaft 7 extending through the bearing slots 8 and 9 formed in the opposite sides of the cylinder 0.

At its right end the engine base 1 supports a number of bearing pedestals 10 (Figs. 2 and 4) in which is journaled the crank shaft 11 having the crank arms 12 between whose ends is the crank pin 13. Between the crank shaft and the cylinder 2 the base 1 supports a pair of slide bearing frames 14. and 15 on which the blocks 16 and 17 may reciprocate horizontally. These blocks journal a shaft 18 to whose opposite ends are secured the connecting rods 1.) and 20. these rods ex tending along the opposite sides of the cylinder p and being secured at their inner ends to the ends of the shaft alof the piston structure 2-.- Between the blocks 16 and 17 the shaft 18 receives the inner end of the crank bar 21 whose outer end connects with the crank pin 13.

Supported above the bearing frames 14 and 15 are the slide bearing frames and 24 for the slide blocks 25 and 26 respectively. Journaled in said blocks is the shaft 28 engaged at its outer end by the connecting rods 29 and 30 which extend along the opposite sides of the cylinder 0 and connect at their inner ends with the ends of the shaft 7 of the piston structure 3.

Secured to and extending upwardly from the crank bar 21 at its inner end is the arm 31 which has the longitudinally extending slot 32 for receiving the block 33, this block receiving the shaft 28 between the slide blocks 25 and 26. When the crank shaft rotates the crank bar 21 will be bodily reehprocated horizontally and at the same time it will swing vertically on its shaft 18, and therefore the arm 31 will be swung laterally while it partakes of the bodily movement of the bar 21, the result being that the comn-ession piston structure 3 will be reciprocated by the combined horizontal bodily travel and lateral swing of the arm 31 while the outer end of the crank bar 21 travels in a circle around the center of the crank shaft. The piston structure 2 of the power cylinder will, however. partake only of the bodily horizontal travel of the crank bar, the result being that the piston structures will travel at dillerential speeds and the compression piston structure 3 will reciprocate through a longer path than the piston structure 2 of the power cylinder. This differential speed and travel constitutes a, very important feature of my invention as it enables me to obtain very useful, eificient and novel results in operation and control as will be hereinafter more fully explained.

lVhen the engine is operating the shafts 18 and 28 will reciprocate along parallel, horizontal paths. In order to adjust for any desired differential of travel and speed of the piston structures I provide means for increasing or decreasing the radius of swing of the arm 31 effective on the shaft 2h. Any suitable means may be provided. As shown I support the slide bearing frames 23 and 2st on fluid jacks a0 and ll having the fluid supply piping 42 connected therewith. By means of suitable valve mechanism l?) the iiow of liuid can be controlled to cause operation of the jacks to raise or lower the bearing frames to thus increase or decrease the distance of the shaft 28 from the shaft 18. In Figs. 1 and 2 the shafts 18 and 28 are shown in the horizontal planes of the axes of the cylinders p and 0 respectively. while in Fig. =1 the frames 23 and E i are shown raised a distance to increase the swinging eliect of the arm 31 on shaft 28.

At the ends of the compression cylinder 0 check alves #15 and .l-(l control the intake of explosive gas or mixture to the cylinder spaces a and a between the piston heads (o and re and the respective cylinder end walls, in which spaces the intakcn mixture is alternately ljl llll[)]'tlf"%tltl as the piston structnre 3 reeiprocates. illlilllOHlVt mixture is fed to the intake valves through a suitable manifold structure 117 into which the flow of the mixture controlled in any well known manner as for example from a :arhureter (not shown). The guide slots 8 and E) are of such length that the spaces a and a will never be open to such slots. The cvlimler structure 0 is double acting that is, gas alternately taken in at the ends of the cylinder to be compressed and to be discharged into the power cylinder, the compressciil gas in the space a being discharged into the left end a of the cylinder p and the COITIPI'tYShQll gases in the space a being discharged into the right end a of the cylinder 71. The How from the space a of eylhider to the end (5 of the cylinder y) is controlled by the check valves *8 and ill, while the flow from the space 5- to the end 0 controlled by similar check valves 48 and ell). The construction. operation and location of these valves is clearly shown in Figs. 5, (l and T. The valve structure -18 comprises the valve head or disk 50 for controlling the connection of the space 8 with the passageway 51.. The valve stem 52 extends into the valve frame 53 which is seated in the wall of the cylinder 0. .Vithin the frame the stem has the abutment collar 5% between which and the threaded plug 55 the stem is encircled by the compression spring 56, the spring pressing the valve disk against its seat 57 to resist the flow of gas from the space a.

The valve structure ell) comprises the valve head or disk which controls the connection between the passageway 51 and the sparking chamber 59 which comn'unlicates through port a1 with the end c of the power cylinder 7 The valve disk has the stem F ll lil l Lea aim (l extei'iding through the f M110 (Si, and bctween the base of the frame and the collar 62 on the stem is the compression spring; 63 which tends to pull the valve disk against its seat ill to resist flow of gas from said passageway 51 to the sparking chamber 539. The valve strctures .8 and 49 are con structed and arranged the same the valve structures l8 and l9 and take care 0-; the connection between the right ends oi the cylinders c and p. the power cylinder n are the exhaust ports 65 and 65 respectively controlled by the similar exhaust valves (36 and 66". The valve (36 has the stern 67 which is guided in the bar 68 bridging the port 65, a 'coinpr on spring (:39 encircling the stem between the bar and the collar 70 on the stem, the spring tending to hold the valve closed against its The valves 66 and 66 control the outflow of exhaust gases from the outer ends of the cylinder spaces 6 and e. The guide slots 5 and 6 tor the shaft at of the piston structure 7) serve also as exhaust outlets troni the inner ends of the spaces 0 and c, the length of these slots being such that when the piston heads Zp and '17) reach the inner ends of the spaces 0 and a respectiv ly they will expose the slots for a short length oi tune to permit exhaust ot the spent gases. l

I provide means "for auto-ma trolling the operation of the exhausc valves (it; and 66 by the nioven'icnts of the piston structure 2. A bracket structure secured to the side ot the cylinder 0 has the guide ends 7 5 and T5 for the rods 76 and 76. The rod 76 extends to the left and receives at its end W7 which is pivthe outer end or" the lever .i. oted intermediate its ends in a bracket 78 which may be on the cylinder 77. The lower end of the lever engages with the outer end oi the stem 67 of the exhaust valve The rod 76 engages in a, sinoilar manner with the lever 77 which engages with the outer end of the stem 6'? ot the valve 66. When the rods are shifted outwardly the respective exhaust valves will be forced inwardly against the pressure ot their springs so as to permit exhaust from the outer ends of the cylinder spaces 6 and e. Suspended between the inner ends of the rods is a vertical bar 79, the bar being shiftablelin the sleeve bracket 80 extending; from the cylinder 0 as best shown in 5. end has the transverse slot 81 (Fig. 10) which receives the laterally deflected end 82 ot the bell crank lever 83 which is pivoted at its elbow in the lug 8% extending from the cylinder 0. By ineansot a rod 85 the lever may be rocked from a distance to raise or lower the bar 79.

At the opposite sides of the bar are the arms 86 and 86 independently suspended from their upper ends by means of a pin 87 similar extensions 6 and Z). and 76 at their inner end are forked as best At the opposite ends otthe explosion and expansion.

The bar at its upper its ends has ctens1ons a the opposite lateral abutment and a while the arin 86 has The rods i6 shown in Fig. 3', the ends (Z and a" of the rods being in the path of theextcnsions a and a otthe arin Sit, while the ends 7 and f are in thepathot the extensions Z) and 7) oi? the arm 86. l i'hen an arm is swung in either direction its extension will engage with the respective rod to cause shift thereo't andswing ot the corresponding valve lever to open the corresponding exhaust valve.

ll hcn the bar T9 down a sutlicient distance the endo'l? the arms 86 and 86 project into the path ot Cain rails 88 and 89 mounted on the seat 90 provided on the end of the shaft lof the power piston structure 2. The

arm 86 extends into the path of the rail. 88 while the arm 86 extends into thepath of the rail 89, the rails being detachable so that rails of diil'ereut lengths may be provided for the desired timing of opening or closing of the exhaust valves. In Figs. 1 and 3 l have shown the cam rails of such length that when the bar 79 is down the arms 86 and 86 will be engaged during the entire length of the strokes of the power piston so that as soon as a piston head travels towards its exhaust valve the valve will be opened and will be kept open during the entire piston stroke and will close only at the end of the stroke and will then remain closed while the respective cylinder space receives a charge of gas and the piston is returned by iVhcn the power piston structure travels in the opposite direction after an explosion the cam rails will engage with the arms and swing them in the opposite directioi'i to cause the other exhaust valve to open. and to be closed when the arms are released from tlie'can'i rails at the end of the stroke. By applying; cam rails olfdiilcrent lengths and properly settling; them on their support 90 the desired exhaust valve operation can be obtained. ll heu the cam rails are of the same length and are side by side both arms 86 and 86 will be engaged during: the same time to control the respective valve rods 76 and 76, but when the caui rails are longitudinally oii set as shown in Fig. 11 the arms will operate. independently to shift the valve rods. i

The ends of the cam rails are beveled as best shown in Fig. 10 that when the bar 79 is adjusted vertically the eiiective engagement ot the rails with the arms can be advanced or delaved as desired. When the bar is raised to hold the ends of the arms entirely above the path ot the cam rails the exhat ctvalves will not be operated and the engine will operate on the two cycle prin' ciple, the only outlet for exhaust gas being then the slots 5 and (5. When the adjustment is such that the exhaust valves are operated the engine will operate on the tour cycle principle.

Any suitable ignition means may be provided for igniting the explosive mixture charged into the power cylinder. Ordinary spark plugs may he placed in the ignition chambers and 59 to be controlled by any suitable ignition system. I show sparking structures and 95 (Figs. 1, 2 and 3) at the respective ends oi the power cylinder, and as host shown in liigs. 0 and 7 the check alve disks 5S and 5S cooperate with the sparking: structures to control the tin'iing oil' the sparks. In each of the sparking chainhers hi) and 50 there is a head 90 from which a, stem, 9'? extends outwardly through the gland 08. A spherical enlargement or hall 00 on the stem is seated in the gland and held hr the threaded plug 100, the hall il'orniine' a joint with the gland so that the stem 07 may he swung to adjust the head 96 within the sparking chamber. The ball is of some insulating material such as porcelain or ashestos conuiosition in order to thoroughly insulate the stem and head, from the engine 'l'ran'iework. Within the head 96 is a compression spring 101 which presses against the disk 102 from which the contact pin 103 extends outwardly through the outer end ot the head. the end of the pin lacing opposite the contact point 10a on the inner taco oi? the corresponding check valve 58 or 55%. The stems 9. and 9? are connected or suitahle ('OIKlUCiOlS in the usual manner with distributor mechanism (not shown) to which the spark prooucing: current flow is contmlhul hv suitahlo timing mechanism. When the check valve 58 is forced inwardly during the dis-charge ot connpressed mixture from the cmupression cylinder to the power cylinder its contact point'IO lwill engage with the contact pin 103 and will shift the pin inwardly against the force of its spring 101, and then as the pressure in the cylinders is equalized and the check valve is rchnu-cd and moved hack to its seat its contact point eventually separated from the contact pin and the current :tlow is interruptcd and an ignition spark is produced, it heinp uuler;-:teod that the engine frame work and consuaguentlv the valve disks are grounded. ll swinging the spark plug stem to bring); the contact pins 103 closer or 'hnther awn; from the respective checlc valves the sparking will he either retarded or a drai'ured.

Any suitahle means may he provided for setting the spark plug structures from a distance. As host shown in Fig. 3 a lever 107 is pivoted intermediate its ends on a log 108 extending forwardly from the cylinder framework and connected at its outer end with a rod 109 by means of which it may he swung from a distance. A link 110 connects with the lever at one side of the pivot point and extends to the stem 9? ol the spark plug structure 0:3. it link 111 connects with the lever 10? at the other side of the pivot point and extends to the stem 9T ot the spark plug structure 9?). liy shifting the rod the lever 10? is rocked and through the links and 111 the proper setting of the spark plugs is siuiultaueously made. As he'lcre explained the gases compressed in the compri 'on cvlinder travel through the passagewa and 51 past the check valve structin'cs and 4-5), and through the s 'iark chaml' ers and pr'u'ts or or a) to the respective ends of the power cylinder. '1 he spark points-i are. directly in the path of the gases so that they will he readily ignited.

In Fig. 8 I hate l'till'tlzfilltlfll the relative dillerential movements lie-tween the two pis ton structures for the setting ot' the slide It'raines shown in Figs. 1 and 2, and in Fig. S) lv have represented the relative dillereulial movements for the settings shown in Fig. l. The circle 9 represents the circular path of 'uni'lorin travel (it the crank pin 1 The horizontal movement of the shaft 18 is along the horizontal line ]1,-i. The travel oi the shaft 255 is alon c the horizontal line lm. ()n the circle 5/ I show it points spaced iiiteen degrees apart and on the line /L-i and Z-m I show the pointof location ot the centers of the shaft 15% and 28 corresponding with the locations of the center oi the crank pin 13 on the respective points on circle 1 In Fig. 9 the shaft 28 travels along the horizontal line -n-0, and on this line and also on the corresponding line 'n-0 in liig el I show the location points: of the center of 'he sl aft 28 corresponding with the locations oi the crank pin 13 on the circle ,7. In Fig. l: 1 also shop in the cylinders the location points of the piston structures corresponding to the location points oi? the shafts ill and 255 as the engine operates.

On the circle 5/ l have dcr'gnatcd. hy 0 the point which lies in the dead center line when the power pistmi is at the left end of the stroke, and the other points I have marked ctmsccutivelv 15 to 315 in clockwise direction. to di in tiate the liltcen degrees :ulvaucements of the crank pin 13 while the engine operates. The same numbers 0 to 3-1:") I also apply' on the lines ]l-i and 1 m to the corresponding points of location of the sha'lfts 18 to 28.

'llaking up now the opia'ation, suppose that an explosion has just taken place in the space 0'' of the power cylinder and the piston structure 2 has heei'l driven to the left end.

Let us consider first the rela of the stroke. tive movements of the piston etructin'es, and for the setting shown in Figs. 4 and 9. At the beginning of the stroke of the power piston toward the right the crank pin 13 will be at the dead center point -0 of its path g and the centers oit shafts l8 and 28 will be at the points 0 on the lines of travel h-i and 9t-() When the crank pin 13 travels to the point 15 on path 9 the shaft 18 and consequently the front end of the piston head r pwill travel to the rightto the point 15 on line 7i*i, but the shaft 28 and consequently the compression piston structure 3 will travel toward the left from the point 0 to point 15 as indicated on line n-o and at the lett end ot' the cylinder 0. This is on account of the rocking or swinging movement of the arm 31 which receives the shalt Q8. The piston structure 3 will now he practically at the end ot'its travel to the left.

Tl 's n'iovcment ot the piston 3 toward the lett rrom the points 0 to 15 is comparatively rapid as the crank-pin 13 is traveling practieal ly vertically along the path 9.

When the crank pin (Fig. 9) reaches the next point 30, that is after the crank pin has traveled 3O de rees alone the oath the 3iston head 7'-j7 will have arrived at the point 30 (Fig. l) but the compression piston remains stationary as indicated on lines n0. hen the crank pin and power piston have reached the point the compression piston will have returned to the right to the point 45 which as shown on line n-0 is practically coincident with the zero point. In other words while the power piston has traveled toward the right from the point 0 to 4:5 the eon'ipression piston has traveled toward the left from the point 0 to 15 and then ba k to the zero point. Both piston structures their travel toward the right until the point 180 is reached which is the opposite dead center on the path g. As the power piston then travels from the point 180 toward the left to the point 195 (line the compression pi mn will continue toward'the right to the point 195 indicated on line n0. The com- )resion piston will continue to the right up to the point 210 at the end of which time the power piston will have traveled to the left to the corresponding point on line h-c';

After this both pistons travel toward the left and when the power piston has reached the point 240 the compression piston will l'iave returned to the point 2&0 which appears practically coincident with the point 180 on line a-0. The pistons then continue to the left until they arrive together at the zero point. The stroke of the compression piston thus overlaps at both ends the stroke of the power piston and during, the overlapping periods the pistons travel in opposite directions.

Referring to Fig. 9 the overlaps O to 15 and 180 to 210 oi? the compres ion piston are about twice the distances of the travels O to 15 and 186 to 210 of the power piston. The

power piston travels at or close to harmonic disks.

motion as the crank pin travels around the circular path g, the movement being slow near the ends of the stroke and reaching ,lVhcn the pistons traveled to the left the compression piston drew in a charge of plosive mixture into the space 8, and at the end of the stroke of the power piston the spent gases in space 6 exhausted in greater part through the slots 5 and 6. T he intaken gas in advance oi the compression piston head Z-c is compressed during travel'to the left of the pistons while thespace e is fully scavenged through the exhaust valve 66, this exhaust valve having; been held open by the engagement of the cam rail 88 with the arm 86 which actuated the valve rod 76. The springs 56 and 56 for the check valve structures lS and i8 arecomparatively light, hut the springs 63 andli3' Oil the check valve structures and 49 are comparatively heavy to resist opening ot the valves until considerable pressure has been accumulated in the con'ipression cylinder. The exhaust forced. out of the exhaust valves by the power piston will also create considerable ba-ck pressure against the check valve It will also be noted in Fig.1. 6 that the piston heads in the power cylinder. close the respective ports as or m from thesparkinp; chambers before the ends of the strokes are reached. As shown the ports are closed when the heads are within about 15 degrees troin the ends of tie strokes.

34-5 to Zero and back-again to the point 15' and before reopening the port m the coup pressiou piston will have traveled from the point 345 to the zero point and beyond to the point-15 and this distance is traveled very rapidly so that there is an final heavy compression ot the gas in the compression cylinder. During this travel the gas pres sure will overcome the check valve spring pressure and the compressed gas will .fiow through the passageway 51 into the sparking chan'iber 59 and then as soon as the piston head 1- exposes the port as this heavily compressed gas will flow rapidly into the cylinder end 6 behind the piston head in otner words, referring to l 6 and 9 the and when the pressures in the cylinders are equalized the valve disk 58 will he pulled hack into closed position and its contact point l-lsl, which during opening (it the valve was in engagement with the contact pin 103, will leave the conta .:t pin to open the sparking circuit whereupon a spark will he formed and the gas ig ejnited. During: the time that the gas pressure etgualizing llSQlff and explosion results 'lroln the spark the power piston will arrive at a position where its travel comparatively rapid. lVith the arrangen'ient shown the power piston would probably arrive close to the point 45 when the explosion takes place, that is, at a point well. a way from the dead center and where the crank is approaching inaxinnni'i leverage position. The power piston is thus enahled to most advantageously respond to the powerful driving explosion behind its head lp, and as ittravels through the degrees vicinitv very rapidly the exploded gases are free to expand and continue the powerful driving effort on the crank shalt. The exhaust valve 66 remains closed duringthe entire travel of the power piston to the right and at the end of this stroke the spent gases in the c v'linder space 0 will exhaust through the slots 5 and ti.

During travel toward the right of the piston structures the mun rail 89 will engage with the arm 86' and the rod 76 will he shifted, to open the exhaust valve 66 so that the cylinder space a will he scavenged. The compression piston structure traveling toward the right will compress the gas in the space a but the spring of the check valve -19 and the ex] rust back pressure will hold the until after the piston head r-p reaches the point 195 and has closed the port H7. At this point the compression piston head r-c will he at the point and then while the piston head 1 travels to the right to the point and back to the .lelt to the. point 16? the compression piston will travel from the point 165 he vond the point int) and to the point 2'10 to put the extra linal pressure on the gas in the space Then as soon as the piston head rp reopens the port as this heavy charge of gas will flow from the eon'ipressiou piston into the space 0 hehind the piston head and after the gas pressure has equalized itself and a spark has been produced in the ehalnhcr 59 hy the rec ssion of the valve disk 58 the piston head r-p will prohahlv he somewhere near the point 925 when the explosion takes place, the point 22;") up preaching the maximum crank leverage point 270 so that the explosion and subsequent expansion of the gases will act against the power piston to produce powerful ellicient turning efiort on the crank shaft. The exhause valve 66 'as closed before the explosion, that is. when the am rail released the exhaust valve controlling the niechanisnu and the valve remains closed until the power piston reaches the end of its stroke to the left and then the cylineer space a will scav- 'enpe in greater part through the Slots Ii and (i.

It will he noted by reference to Fig. 9 that when the power piston travels to the right to scavenge the end 0 it travels tln'ougg'hout the greater part (it the stroke. more rapidly than i the compression piston. The spent gases are thus 'lorced v v ranidl throu 'h the limited outlet of theexhaln-rt valve (36 and will there fore create considerahle hack prcssn re a gainst the check valve 58 to as 'st the valve sprint G3 in holding hack the gas in the coin 'iression cylinder until llnyprrqier moment. This is also truewhen the power piston travc-ils In the left to scavenge the end a. the (T lll] l't?- sion piston lagging; helnnd the power piston 'until near the end of the romprwrion piston it Pib hle to retain linal heavv cou'ipression ol' the 3' ust lie-tore it is charged into the power cvlil'ider to he there explinledv when the power piston is in the most advanlaa'eons starting and driving posi 'on.

[n the :u'rangei'nent of ll] 1. 2 and h llaeli'ective radius ol? swine of arm ill on llrc sha t't is less than in the arrangement r-lltW-ll in l ies. l. and 5) and coi'isei' uenllv the stroke oi the compre sion piston is shorter. This will he apparent by comparing the 1 tanc'es 0 to '15 and 180 to 210 shown in l" to those shown on Fig. 9. The arraiu t-niein of igs. 1 and Fl will therefore produce has pr are. in the compression cylinder.

in the diagram Fi 12 the adjustment is such that the power piston and the crank pin are at ahout the 30 degree point when the power piston starts its Forward driving: ell'orl a t'tcr the explosion. Fig: 13 shows the movement during the sainr adjustment For the in 'turn stroke ol the power piston. the nner piston starting its return driving stroke at ahont the .210 degree point utter the ox de sion in the right end ol' the power i' vliinlel'.

in the arrangement oi Fins. ill and if? lhe arni Ell considerahlv leue lhone-d with the result that the (POHIPITGSSlfm piston will travel ahnost to the ends of the compression cvlin der to produce very heavy compression ol the gas. lxl v adjusting the automatic spark plugs (Figs. (3 and 7) or h pro ierl v con-- trolling the ignition cln'rei'it flow for ordh nary spark plugs the ignition of the as may he delaj until the power piston has traveled quite a distance on its forward stroke, 45 degrees or more. and although such movement may reduce thev pressure of the gases behind the pistons the excess or surplus pressure ol lllli till rrnnl; sin: it.

in the urruiiigement oi' Fig. ill the ellcctive "h ot the arm 31 has been decreased conihlv so that there will be less compreshus produce very simple double actin" explosive engine which is adjustable dn ring operation for the reception by the ylinder of explosive mixture under compression and at various .ver he desired hea t ly mentions of the power piston away from the load center point. The engine can therefore e :ted slowly and powerfully to exert 1 loans as for example l. ion the engine utilized in tractor trains or on locomotives, or in any other work where slow powerful starting and driving is necessary. By means of the exhaust arriin ren'ient the engine can be readily coutrollcd during operation to operate on the flour cycle principle or on the two cycle principle depending upon the ser. ice required. lWhen the engine used on the ordinary automotive vehicles speed changing gearing may be eliminated as the engine itselt can he started slowly and powerfully end then adjusted directly for the hig'lier speed.

Owing to the dillcrential dis.. .nce and role o'l" travel ot the con'ipression and power pistons comparatively tremendous pressure run he exerted on the fuel in the coimgrc sion cylinder. and this will permit the use oi a much lower grade of fuel as the tremendous pressure will much up the heavier fuel to n more highly combustible fuel. The engine fan also he run with less 't'uel per horse power arrlei-is explosive :torcc will he necessary to drive the power piston when mvuv "from the dead center point. In other words my improved arr: ngement and operation enables me to obtain a. certain horse power with less explosion ei'l'ort behind the power piston. and as the engine frame theretore subjected to less explosion strain ndl on hezw i it can he made much lighter so that the weight of the engine per horse power can be materially reduced.

l do not desire to he limited to the exact construction. ar 'zmgement and operation shown and referred to as changes and modifications can readily he made which will still come wi hin the scope of the invention.

1 claim as follows:

1. In an explosive engine. toe combination of. a power cylinder and :rconipression cylins der connected for the flmvot compressed gas, :1 piston for said power cylinder, u piston for said compression cylinder, a crank shaft, connectio od mechanism connecting said power piston with said cronk shalt to i n'icchunisin. and means For increasing; or de creasing the cll'ect of the swinging movement ol the conncctiup rod mechanism on the movement Gil st id compression piston.

2. In an explosive engine. tho combine.- tion of a power cylinder. a compression cyl: inder, means for controlling the flow of compressed explosivo mixture from the compr sion cylinder to the power cylinder. a piston reciprocable in the power cylinder. u piston reciprocaliile in'the con pression cylinder. :1 crank shalt. connecting rod. mechanism connecting said power piston with said crank shaft. means controlled h he conjoint. bodily and swingir movements of ssid connecting rod mechanism for reciprocating. said compression piston and means for adjusting the stroke of the compression piston during opention of the engine.

3. ln an explosive engine. the combinelion 0t :1 power cvlindcign compression inder means for controlling the (low of compressed explosive mixture from the compression cylinder to the pow ,1 cylinder, :1. piston rcciprocahlc in said power cylinder, a piston reciprocahle in said compression. cyliu- (er, a crank sho'tt. connecting rod. I11{(ill2inism between said power piston and crank sl alt. means controlled by the conjoint. hodilv and swinging; movement of said connecl in 5; rod mechanism for reciprocating; said compression piston. and means :lor udjusting the e'l'lcct ot' the swinging movement of said counecting rod mechanism on said ('OHIPIQErSiUll piston during operation of the engine.

4;. in an explosive engine, the combination ()f a power cylinder. a compression cylinder. means for controlling the llow 0t compres sion eruplosive mixture :lrom the compretnon cylinder to the power the power cylinder, :1 piston for the com pression cylinder, a shaft, a connection between said power piston and shat't. for rotating said shaft when said power piston reciprocates, means controlled by the i'i'iovement of said connecting mechanism for reciprocating said con'ipression piston. and means "for adjusting the stroke of said compression piston during ope 'ntion of the euglue.

5. In an explosive engine. the combination oi" a pow r cylinder. r. compression cvlinder. moons for controlling the flow ot compressed gas from the compress-hm cvlinder lo the power cylinder. u piston for the power cylllll'l ill?) Ill) inder, a piston for the compression cylinder, a crank shaft, connecting rod mechanisn'i between said power piston and said crank shaft for rotating said shaft when the power piston reciprocatcs, means controlled by the resultant bodily and swinging movement ol said connecting: rod mechanism to cause said com n'ession piston to he reciprocated the same number oi strokes per unit or" time as said power piston but with its strokes longer than those of the power piston, and means for adjusting the effect ol' the swinging movements of the connecting rod mechanism on said compression piston during operation of the engine.

(5. in an explosive engine, the combination ol. :1 power cylinder, a compression cylinder, means for midi-oiling the flow oi? con'lpressed gas from the compression cylinder to the power cylinder. :1 piston for the power cyl' ihder. a piston. tor the compression cylinder, slide block mechanism, connecting rods connecting said power piston with said slide mechanism, a crank shaft, a crank bar piw oted in said slide bar mechanism and con nected with said crank shaft to be bodily shifted and swung to rot-ate the drive shaft when the power piston reciprocates, an arm on said crank bar, and connecting rods conncctinp said compression piston directly with said arm whereby said compression piston will be reciprocatcd by a resultant of the bodily and swingii'lg movements oi said crank bar.

7. in an explosive engine, the con'ibination of a power cylinder, a compression cylinder, means for controlling the flow of com n'essed gas from the compression cylinder to the power cylinder, a piston for the power cylindcr, a piston for the compression cylinder, slide block mechanism, com'lect-ing rods connecting said power piston with said slide block mechanism, a crank shaft, a crank bar pivoted in said slide bar mechanism and connected with said crank shaft to be bodily shifted and swung to rotate the drive shalt when the power piston reciprocates, an arm on said crank bar, and means for adjusting, the connection of said compression piston connecting rods with said arm whereby to adjust the length of the stroke of said coinprcssion piston.

In an explosive engine, the combination of a power cylinder, a compre sion cylinder, means for controlling the flow of cominesscd gas from the con'ipression cylinder to the power cylinder, a piston tor the power cylinder, a piston for the compression cylinder, :1 crank-shaft, an L shape cranlobar, connecting rods connecting said power piston with said crank-bar at its elbow, one end of said crank-bar being connected with said crank-shaft, and connecting rods connecting said compression piston with the other end oij' said crank-bar whereby said compression piston will partake of the combined bodily and swinging movements of said crank-bar.

9. in an explosive engine, the combination o'l a power cylinder, a cmnprcssion cylinder, means :tor controlling the do w of comprmscd from the compression (jjy'lllltltll to the power cylinder, a piston for the power cylinder, a piston for the compression cylinder, a crank-shaft, an L shape crank-bar, connec ingi'ods connecting smd power pistons with said crank-bar, at its elbow, one end oi said crank-bar being connected with said crankshaft, and connecting; rods connecting said compression piston with the other end o i' said crank-bar whereby said compression piston will partake of the combined bodily and swinging n'iovements of said crank-bar when the engine is running, and means for adjust ing the connection oi saidWompression piston connecting rods with said crank-bar for changing the stroke of said compression piston.

10. In an explosive engine, the combination of a power cylinder, a COIHPICSSlOIl cylinder, means for controlling the flow of compressed gas from the compression cylinder to the power cylinder, a piston for the power cylinder, a piston tor the compression cylinder, a crank-shaft, an L shape cranlobar, connecting rods connecting said power piston with said crank-bar at its elhow, one end of said crank-bar being connected with said crank-shaft, and connect? ing rods conl'iecting said con'iliiression piston with the other end of said cranlobar where by said compression piston will partake of the combined bodily and swinging movcn'ient of said crank-bar when the engine is running', and means controllable during running of the engine for adjusting the all t of the swinging n'iovement of said crank-bar on said compression piston whereby the stroke of said piston may be regulated.

11. in an explosive engine, the combination of a power cylinder, 21 con'ipression cylinder, means for cinitrolling the How oi cimi n'cssed gas from the con1 )rc"si(m cylinder to the power cylinder, :1 piston for the power cvlindcr, a piston for the compirf-ision cylinder, :1 crank-shalt, a crank-bar connected atone end with said crank-shalt, connecting rods connecting other end oi? said crank'bai' with said power piston, an arm extending from said cranlober, a connecting rod extending from said coouircssion piston and having connection at; their outer end with said arm whereby said compression piston will partake of the combined bodily and swinging movements of said crank-bar, and means (.(JlliI'OllflblG during running (it the engine for shifting said connection toward or away from said crank-bar whereby the swinging movement client and consequently the stroke of said compression till 2 into rotary motion of said crank-shaft, a

connection between said compression piston o and said train for causing travel of said compression piston when said power piston is operated, and means for adjusting said connection during running of the engine to thereby control the stroke of said compression piston independently of said power piston movement.

18. In an explosive engine, the combination of a power cylinder, a piston therefor,

a compression cylinder and a piston therefor, a crank shaft, connecting mechanism between said crank shaft and said pistons, and means operable during running of the engine for causing prolongation or shortening of the compression cylinder piston stroke at both ends thereof.

lat. In an internal combustion engine, the combination of a power cylinder and a piston therefor, a compression cylinder and a piston therefor, a crank shaft, connecting mechanism between said shaft and said pistons for causing the compression piston travel to overlap the travel of the power piston at both ends of the stroke, and means operable during running of the engine for varying said overlap.

15. In an internal combustion engine, the combination of a power cylinderand a piston therefor, a compression cylinder and a piston therefor, a crank shaft, connection between said shaft and said pistons for causing movement of said pistons in the same direction during the ma or portlon of their travel and for causin them to travel in opposite directions at both ends of their reciprooations, and means operable during running of the engine for varying the extent of such opposite movements.

16. In an internal combustion engine, the combination of a power cylinder and a piston therefor, a compression cylinder and a piston therefor, a crank shaft, unyielding connection between said shaft and said pistons, means causing the compression piston to travel rapidly and powerfully at the ends of its strokes in a direction opposite to that of the power piston while the power piston is leaving its dead center position, and means operable during running of the engine for varying the stroke of said compression piston.

In witness whereof, I hereunto subscribe my name this 27th day of February A. D.,

ALONZO HOWARD. 

